Underframing for cars.



No. 826,982. PATENTED JULY 24, 1906.

` H. C. WILLIAMSON & H. PRIES.

UNDBRPRAMING FOR ABS. APPLICATION FILED Mu, 1906.

2 SHEETS-SHEET 1 No. 826,982. PATNTED JULY 24, 1906.

H. C. WILLIAMSON L H. PRIES.'

UNDERPRAMING FOR CARS.

rAPPLICATION PILBDIAR. 5, 1906. y 2 SHEETS-SHEET 2.

` ernaar?? Pra'af Unrrnn sfra'rns PATENT cerros.

; YENY C. VVHJLIAMSON AND HERMAN PRES, OF MCHIGAN (jl'Y-,-1ND1ANA- UNDERFRANHNG FOR GARS- Bpeeication of lettere' Patent.

Patented .Tilly 24, 1906.

f Application flle Marche, 1906. Serial lio- 3942333.

To 'afl/J1 wwm it may cnceres.-

Be it known that we, Hanni C. Waaraan soa.' and HERMAN Penes, citizens of the United States, residing at Michigan City, in the county of La Porte and State of Indiana, have invented certain new and useinl iinprovements in Underframing 'for 13ers, ei which the "following is a speciiication. and which are illustrated in the aceompanying drawings, forming a part thereof.

The invention relatee tomid'riraming for reilwayeare having a high body-diaet is, such cars as have the lon 'tndinal and end sills alcove the. line of dra #and more par ticularly to underfraniing for-cars in which .A the principal frame members are of Wood.

The object of the invention is to provide in a car-hody framing of the kind described imroved means for seeming the parte together 'or 'the purpose of rocurmg sufficient strength to withstand the great strains now obtained` in railway practice, and particu larly to provide aferra of cheek-plate adapted to support a draft appliance of large size and to distribute the ending and ulling reinsto the various members Yof the cararne.

The invention is exemplied in the structigre to he hereinafter described, and illus trated in the. accompanying drawings, m Which- Figure 1 is a detail central section oi a 1*-,

body.` Fig. 21's a detail bottom plan vier; of the saine. l artiy in. section, on the line 3 3 oi Fig. 2. iig. d. is a plan. section on the line 4 L1- ci Fig. 1;l and Fig. 5 is a sectional view of a detail. of

the construction separated from other parte,

the plane of the eeetion heing indicated by the line 5 5 off Fi lPoriions of the are shown in the di usual dead-wooda The center sills of till win at i0 andthe ie thereto et 11 11. e car are designated 12 12, and details of two of the intermediate sills are shown at 13 13 and of one of thebodyholsters at 141.

In the form of car to which the invention is particularly applicable the longitudinal siils 12 and 13 are of wood, the body-holster 14, however, being preferably of metal, that shown in the drawings being of' the type ci holster for which Letters Patent No. 558,227 were ranted to us September 18, 1900. A. Woo en lling-pieee 15 is inserted between the center sills 12 12 shove thebodythrough each cheekdig. 3 is a detaii end view, shownl .1 ene. of a car-hodyl i holster 14, and strips 16 16, also of Wood, are

a plied to theunder face of each of the center si is and entend from the body-bolster 14 to the corresponding member (not showin) at the opposite end of the car.

The framework as so far described is of sensi form and supports the embody, (gen rorally desi ated 17) 'which ma he oi env desir-ed type, details oi an ordinary box-car being shown the drawings. V.

Cheek-plates 18 19 are applied to the un der ieee of each of the center sills 12 12 in iront of the hodybolster 14 and extend- 'from 'the forward face of the dead-woed 11 back- Ward to the body-bolster, the rear end of each `eliueeh-plate being recessed, as indicated at 20, to receive a flange 21 of the holster. These cheelrlates in' addition to supportingthe draft app iance are employed for securing the mernhers of the car'irame. together, and to this end holte 22 23 24 25 extend upwardly plate and through the dcadwood 11, the end 'sill 10, the centersll 12, and the flange 21 of the body-bolster, respeetively.

Each of the cheek-plates is of greater depth for .a portion of its length intermediate its ende, as indicated at 26, and is provided at this widened art with the usual draft-shoulders 27 28, tlic two cheek-plates being tied together hy means oi the customary drawlsr-follower supports 29 3d, which in this case are held in place by some of the same hoits 24 which are employed Ifor securing the cheek-plates to the center sills. Draiwbar# follower plates 31 32 ride upon the follower* supports 29 30 and hear u on draft-springs. (Not shown.) The drawar loop is designated 33, the dravwbar 34, and the forward carry-iron y In order that the cheek-plates 18 19 may he as light in weight as possible and also be or great strength, the draft-shoulders 27 28 are reinforced by suitabie fillets 36 37, Fig. At each bolt-aperture there is formed a rib 38, and the entire casting i's surrounded lov a marginal flange 39. Ai', the top of each cheek-plate there is formed 011 the flange 39 a socket or pocket 40 for receiving the end of the center sill 12, which is so placed that its forward face 41 provides a suitable ange or shoulder for bearing against the end sill 10.

The entire car-frame is tied together by the usual', truss-rods 42 43, which extend from y IOO larly to seat the ends of the center sills '12 12 in the sockets 40, formed on each of the cheek-plates, and to eausethe 'forward faces 111 of these sockets to bear firmly upon the rear face ofthe end sill.

The construction is preferably the same at each end of. the car, and for this reason details of but one end have been shown in the drawings, except in Fig. 2, in which portions of the end sills 10 and of the dead-wood 1 1 11 .of both ends appear.

By means of our improved Aconstruction the buifing strains are transmitted directly from the ends ofthe cheek-plates 18 19 to the body-bolster 14, through which they are distributed to the various longitudinal members of the car-frame and from the sockets 40 directly to the ends of the center sills 12 12. In a similar manner the pulling strains are communicated, by means of the shoulders 41, provided by the sockets 40, directly to the end sill'lO, through which they are transmitted to various other members of the carf-rame, while a part of the pulling strains is communicated directly tothe body-bolster through the bolts 25, 'which unite the rear ends of the cheek-plates 18 19 with the flange 21 of the bolster. The cheek-plates 18 19 are of great strength, being materially increased in depth by the socket at the point or' greatest strain, so that fracture of this member is very unlikely to occur. If for any reason, however, 1t becomes necessary to replace or repair either of the cheek-plates,

they may be easily removed from below the car if the bolts 22 23 24 25 and the truss-rods 42 43 are lirst loosened.

We claim our invention- I 1. In combination, an end sill, cheelr-v lates bolted to the under face of Athe end sil and having a pocket formed on its back, the forward face of' the pocket bearing against the rear 'face of the end sill, a pair of center sills, each of said sills havingan end entering the pocket.

ster, a cheek-plate united by bolts to the endv sill and to the bolster and havinga pocket draft appliance car-J formed on its back-and bearing against the rear face ofthe end sill, and a center sill having one of its ends fitted within the pocket.

4. In combination, a pair of .endfsills, a body-bolster, a cheek-plate united by bolts .tc one ofthe end sillsand to the body-bolster and having a pocket formed on'its back, a center sill extending between the end sills, one of its ends entering the pocket, a trussrod uniting the end sills, and a draft appliance carried by the cheek-plate.

HENRY c. WrLLrAMsoN. l HERMAN rains.

Witnesses:

H. V. OGDEN, JNO.'W. CARLSON. 

